Centrifugal clutch



Dec. i4, 1937.

CENTRIFUGAL CLUTCH Filed April 9, 1956l 3 SheetS--Sheei'I l lill/Ill 1 l 16: 115 11\ e l@ 1,5 16

Dec. 14, 1937. J. FlEux 2,102,524

CENTRIFUGAL CLUTCH 3 Sheets-Sheet 2 Filed April 9, ,1956

TS f

Dec. 14, 1937. l FEUX 2,102,524

CENTRIFUGAL CLUTCH Filed April 9, 1936 3 SheetSfSheet 5 Parenteel Dec. 14, 1937 UNITED STATES PATENT oFFicE to Schneider & Cie, Paris, France, a

jointstock company of France Application April 9, 193s, serian No. 73,568

, In France April 16, 1935 Claims.

Automatic friction clutches are already4 commonly employed, particularly for connecting an engine of low or moderate power to the driving mechanism of a vehicle (motor car, rail motor 5 car, locotractor and the like)., In particular,

numerous devices constructed according to the Letters Patent No. 1,481,593 have been applied princlpallyto petrol engines,.fbut these devices have been found to be inadequate in their present form when applied topowerful engines,v of the Diesel type, for example, intended for traction.

The increases which have been sought concurrently for the torque and for the speed of v heat engines have, in fact, revealed the defective l operation under these conditions of the automatic band itself and on an ing an effect antagonistic to that of the centrifclutches of the type referred to hereinbefore, comprising a friction band applied to the interior of a drum by the centrifugal effect which is exerted simultaneously onnthe mass of the said V appropriate system of auxiliary masses, even with the correcting means which has already been proposed and which comprises lnterposing between the two extremities of the coupling band a spring under tension exertugal force and thereby ensuring the disengagement of the friction surfaces for a predetermined minimum speed assumed by the driving shaft.

It has been discovered in particular that the ingo terposed antagonistic device, if applied in a suitlo coupling band,

.3 inafter.

'30 shown in their inoperative friction band. Figure 6 is ably selected form and at suitably selected points,

may accomplish not only the function of an automatic disengagement device but also the function of an absorber of the shocks and vibrations which '5; make themselves felt with an intensity increasing with the engine power. It has also beendiscovered that this dou'ble effect may be ensured understill better conditions by means of a new and particularl form of Two centrifugal clutches of the known type referred to hereinbefore and embodying the application of theme'ans according tothe present invention will-be des ribed by way of example here- In the accompanying drawings, Figure 1 is a cross section on the line I-I of Figure 2, and Figure 2 is an axial section, of one form of clutch embodying the invention with the elements thereof positions. Figures 3 and 4 are half sections likewise on the line I-I of Figure 2, the band being shown applied to the friction drum and to the supporting drum, respectively. Figure 5 is a perspective view of the a diagram of the torque which may be developed and the torque which may be transmitted shown as a function of the speed of the driving shaft. Figure 7 is an axial section, with a portion shown in elevation, of a fU double band clutch according to the invention.

construction of the springs but at a slight distance from the latter.

Figures 8 and 9 are perspective views of the twin bands of the device shown in Figure 7 Referring now to the drawings, there is shown therein aV driving shaft I to the end of which is fixed a flywheel disc 2 comprising a hub 3 and a certain number of bosses 4 disposed concentrically to the shaft and at equal intervals around the said hub. In each of the said bosses, a pin 5 is xed parallel to the driving shaft. Groups of centrifugal masses pivoted together by floating pins 3 comprise masses 1, called the driving masses, pivotally mounted on the pins 5, and twin masses 8, 8', called the driven masses, pivotally. .mounted on a supporting drum or clutch actuating member comprising a hub II, a web I2 and a rim I3 which constitutes one of the new elements of the improved clutch according to the invention. The mounting of the driven masses is effected by means of pins 9 which are carried by a plurality of bosses I0 disposed concentrically and at equal intervals around the' hub II of the said supporting drum, the said hub rotating freely on the hub 3 of the disc 2.

In the device shown in Figures 1; 2, 3 and 4, the said drum II-I2-I3 has projecting parallel to the axis thereof from an inwardly directed flange I4 a. certainnumber ofv fingersv I5 inserted into the gaps between a pluralitylof peripherally arranged coil springs I6 which arehoused inan annular groove of substantially semicircular cross section formed in the innerY face of disc 2, the ends of said springs bearing against lugs I1 and I8, integral with the flywheel disc 2 and extending toward one another in a radial direction from v opposite sides of the groove in which the springs This peripheral arrangement of the springs which, as will be seen hereinafter, enables them to accomplish the double function of a disengaging device and shock and a noise absorber is one of the essential features ofthe improved clutch according yto the invention.

'I'he driven shaft I9 journalled in the hub 3 is integral with a plate 20 parallel -and closely adjacent to the web I2 of the supporting drum, said plate also having formed integrally therewith a friction rim or drum 2| surrounding but spaced from the rim I3 of the supporting drum.

Interposed between the friction' drum 2| and the rim I3 of the supporting drum is a helically Wound, spring coupling or clutch band 22 which is adapted to be expanded into frictional engagel ment withl the inner surface of said drum 2| to couple the driving and driven shafts together,

with the flywheel disc 2 and dicated in Figure 4.

' and takes upthe rotation thereof. As the speed of rotation increases, the interconnected weightedl adjacent the other extremity to a lug integral with the rim I3 of the supporting drum/the lugs 23 and 24 respectively engagingme'cesses 23' and 24 provided in the said friction band (Figure 5).

In the device shown in Figures 7 to 9, the hub 3 is secured' to a counter-hub 3' .which in turn carries a counter-plate 2' having projecting therefrom a certain number of fingers I5 inserted between ,the springs I6 which vare peripherally arranged in theannular space bounded by the outer portion of counter-plate Z', the corresponding portion of web I2 of the supporting` drum, rim I3' of the latter and an intermediate collar projecting toward counter-plate 2' from web I2. The ends ofl springs it' bear against lugs Ii' and I', the latter in their turn being integral with the intermediate collar of web I2 and rim I3', respectively. In this example, the plate 2I carries a friction drum 2l' by means of exible blades or arms 2B' which, as shown in Figure '7, are connected to said drum at its midsection. A first friction band 22 is xed at one extremity to a lug 23 integral with the ywheel disc 2 and adjacent the other extremity to a lug 2d integral with the rim I3' of the supporting drum, the lugs 23 and 2i engaging respectively the recesses 23' and 24' provided in the said rst band. A second friction band 25 iscilxed at one extremity to a lug 26 integral with the counterplate 2 and adjacent the other extremity to a lug 2l integral with the rim i3', the lugs 25 and 2'! engaging respectively the recesses 26 and 2l' provided in the said band 25.

The lugs 2Q and 21 occupy on the rim I3' positions corresponding'to two diametrically opposite generating lines; the lugs 23 and 26 likewise occupy positions 180 apart relatively to the axis of the device.

When the device is inoperative, the coupling band occupies a floating position between the supporting drum and the friction, drum, its play being preferably smaller with respect to the first than with respect to the second.

In starting, the driving shaft I and flywheel' d isc 2 or 2' move ahead a short distance rotationally relatively to thesupporting drum, draw the pivot pins 5 of -the centrifugal masses closerto the axis of rotation, and tighten the coupling band or bands 22, 25 down around the rim I3 or of the supporting drum, as in- At the same time, the springs I6 or I6 are compressediby the lugs I] andA I8 in the embodimentof Figures 1-5, or by the fingers I5 in'the device of Figures '(-9) so as to cushion the relative movement of theA parts and prevent any shocks which might occur due to the bosses 4 coming into contact with the bosses III or the ends of masses 8 and 8', the end of this slight relative movement, the supporting drum becomes driven by the drivingshaft ends of masses 1,8 and 8" move outwardly under the inuence o f centrifugal force and return the elements to their original positions, expansion of the springs -I6 or I6 taking place at this time dueto movement of the fingers I5 (Figures 1-5) or-lugs I1 and IB (Figures '7-9) relatively to the complementary elements carried by the ,flywheel disc against which the opposite ends of 'the springs rest. As thevspe'ed of rotation increases still further the centrifugallyv created outward movement of the masses 1, 8 and8 results in a forward rotation of the supporting drum rela'- tively tox the driving shaft and flywheel disc 2,

in Figure 3.

L ous members assuming shown in Figure 3 when sers against the resistance of the springs I6 or l5', and a consequent expansion of the coupling band or bands 22, 25 until, when a predetermined speed is reached, this expansion brings the band or bands into frictional clutching engagement with the inner surface of friction drum 2| or 2I' and drivlngly couples the driven shaft I9 to the driving Ashaft I. -When the driving shaft slows down the centrifugal masses move inwardly again, the springs expand, the flywheel disc moves forward relatively to the supporting drum. and the coupling band or bands are contracted to release the `frictional clutching engagement with the drum of the driven shaft. Any shocks or oscillations which might occur due to variations in the speed of rotation of the driving shaft tending to effect relative movement of the parts beyond their original, inoperative positions (that is, toward the positions shown in Figure 4) will be absorbed by the springs in the same manner as described above with reference to the starting operation.

The torque which can be transmitted by the known type of device under consideration may be represented by a parabola such as amc (see the diagram in Figure 6), as a function of the dierent speeds om, ovz, om ov of the engine, oa representing the antagonistic torque the expansion of the system of auxiliary masses 'I, 8 and 8', and om representing the speed of the engine commencing from which the ngers i5 or I5' impos an additional deflection on the said springs, which deection may attain that shown The mean maximum torque developed by the engine is represented on the same diagram by the curve mnfs om representing the lowest speed at which the declutched engine can rotate and ova representing the speed commencing from which the clutch can transmit the maximum torque of which .the engine is capable. .It is advisable to give ovl a value distinctly greater than that of .om in order to protect in a reliable manner the running of the engine. On the eurer hand, however, the lspeed ova should be reduced as much as possible, especially in the case of an engine of .the Diesel'type which is still capable of producing a high torque 4at relatively low speeds, in order to reduce to a minimum the fuel consumption and thev wear of the clutch. We are thus led to consider anotherparabola avic', for example, to represent the torques which may be transmitted, the said parabola. corresponding simultaneously to a more considerable system of masses and to a system of springs capable of developing a greater antagonistic torque, represented by oa'.

Since the springs I6 and I6' are arranged to act in parallel at a relatively large distance from the axis of the device, they are'in fact capable of sufficient tension and flexibility, irrespective of the working characteristic adopted, the varithe relative positions the clutch isengaged. Furthermore, theV said springs constitute simple and effective shock-absorbing stops for the'fin- I5 and I5' and the supportingl drum II*-I2I3 which ic tes to a certain extent in the vibrations to w ch the auxiliary masses 1. 8 and B are subjected, the shock-absorbing deilection (Figure 4) being communica by the basal extremity vof each' of the sprl s, that is ment. Thus, the oscillatory movements of the web I2 of the supporting drum are reduced to low amplitudes relatively'to the ywheefdisc 2, consequently eliminating any causes of considerable shocks and noises, which would be due to the bosses 4 coming into contact, with the bosses l0 and which-are actually produced in the known devices of the same type./y

In the declutched position, the friction coupling member or band 22, 15 is held spaced away from the friction drum/ 2l, 2|',by the rim I3, I3' of"A the supportingy drum. Any residual friction is thus prevented and the disengagement of the driving and driven shafts is effected in a `perfect manner. i y

The use of twinbands offset angularly (preferably 180) in opposition makes it possible to vconstruct clutches of very high powers, having a relatively small transverse bulk and particularly suitable for locomotives with mechanical transmission. It enables a friction drum having a long generating line to be employed and consequently thecoeicient of wear of the friction surfaces to be limited. Above all, it enables the various thrusts exerted laterally on the drum during slipping under load to practically cancel each other, and thus contributes to the improvement in the operation of the clutch.

Finally, due to the radial mobility imparted by the resilient mounting of thefriction drum 2|' on the plate 20 of the driven shaft (Figure 7), expansions have no disagreeable action on the regularity of Working. In a clutch constructed according to the indications give in Figure 7, therefore, advantage cari largely be' taken of the progress which has been made in the course of the last few years in the quality of friction linings in order to ensure the starting of the heaviest hauled vehicles, and particularly trains running on railways.

Preferably, a metal of low coefficient of eirpansion will be. chosen for making the actual bands.

While two forms of the invention have been described and illustrated in the accompanying drawings, it will be obvious that the invention is not limited to the exactstructures'shown but is capable of a variety of mechanical embodiments. Various changes, which will now suggest themselves to those skilled in the art, may-be made in the'form, details of construction and arrangement of the parts without departing from th therefore to be had to the appended claims for a definition of the limits of the invention.

I claim:

1. A torque limiting friction clutch of the type adapted to automatically connect and disconnect rotatable driving and driven members at a predetermined speed of rotation of the driving member comprising a drum secured to the driven member, a helical coupling band disposed within said drum ,normally out of contact with the inner surface thereof but adapted to be expanded into frictional engagement therewith to couple the driving and driven members together, a clutch actuating member mounted on said driving mem'- ber and capable of rotation relatively thereto, said coupling band being anchored at'its ends y relatively to said driving and actuating members respectively, centrifugally actuatable weighted members operatively connecting said driving and actuating members in such a manner that movement of said weighted members under the iniluenee of centrifugal force produces relativev spirit of the invention. Reference is coupling band, a plurality of peripherally arranged, coil springs each bearing at both of its ends against stop members carried by one of said driving and actuating members, and means carried by the other of s'aid driving and actuating members and cooperative with said stop members for effecting compression of each of said springs in either direction, whereby said springs may' be compressed at one end for automatic operation of the clutch and at the other end for absorption and cushioning of the shocks resulting from movement of the driving member forwardly relative to the actuating member.

2. A torque limiting friction clutch `of the type clutch actuating lmember mountedon said driving member and capable o f rotation relatively thereto, said coupling band being anchored at its ends relatively to said driving and actuating members respectively, centrifugally actuatable Weighted members pivotally connected at their inner ends to said driving member and actuating member respectively and having their outer ends pivotally connected together, whereby movement of the outer ends of said weighted members under the influence of centrifugalforce produces' relative rotation between said driving and actu- Iating members and expansion or contraction of said coupling band, a plurality of peripherally arranged coil springs disposed within said drum with both ends of each normally bearing against stop members carried by one of said driving and actuating members, and a spring compressing.`

member carried by the other of said driving and actuating members and positioned intermediate.

each two adjacent springends bearing against said stop members, whereby said springs maybe compressed at one end for lautomatic operation v ofthe clutch and at the other end for absorption and cushioning of the shocks resulting from movement of the driving member forwardly relative to the actuating member.

3. A.torque limiting friction clutch of the'type adapted to automatically connect and disconnect rotatable driving and driven members at a predetermined speed of rotation of the driving membe'r comprising a drum lsecured to the driven member, a helical coupling band disposed within said drum normally out of contact with the inner surface thereof but adapted to be expanded into frictional engagement therewith to couple the driving and driven members together, a clutch actuating member mounted on said driving member and capable of rotation relatively thereto, said coupling band being'anchored at its ends relatively to said driving and actuating members bers and expansion or contraction of said cou-y -pling band, a plurality of springs arranged in a ring and each confined between stop members xed relatively to one ofsaid driving and actuating members, eachv of vsaid stop members being interposed between the ends of and receiving the thrusts of two adjacent springs, and a plurality of spring compressing fingers equal in number to said springs fixed relatively to the other of said driving and actuating. members and extending between the ends of said springs, whereby said springs may be compressed at one end for automatic operation of the clutch and at the other end for absorptionand cushioning of the shocks resulting from. movement of the driving member forwardly relative to the actuating member.

4. A torque limiting fraction clutch of the type adapted to automatically connect and disconnect rotatable driving and driven members at a predetermined speed of rotation of the driving member comprising a drum secured to the driven member, a pair of helical coupling bands disposed within said drum normally out of contact with the inner surface thereof but adapted to be expanded into frictional engagement -therewith to couple the driving and driven members together, a clutch actuating member mounted on said driving member and capable of rotation relatively thereto, each of said coupling bands being anchored at its ends relatively to said driving and actuating members respectively with the corresponding points of anchorage of the two bands angularly off-set with respect to one another, centrifugally actuatable weighted members operativelyy connecting said driving and actuating members in such a manner that movement of said weighted members under the influence of centrifugal force produces relative rotation between said driving and actuating members and expansion or contraction of said coupling bands, a plurality ofperipherally arranged coil springs each bearing at both ends against stop members carried by one of said driving and actuating members, land means carried by the other of said driving and actuating members and cooperating with said stop members for effecting compression of each of said springs in either direction.

5. A clutch according to claim 1, including means for resiliently mounting said drum on said driven member whereby the drum may move radially'- with respect to said member.

6. A clutchaccording to claim 1, including ai plurality of radially flexible arms securing said drum to said driven member whereby the drum may move radially with respect to said member,

'7'. A clutch according to claim 4, including a plurality of circumferentially spaced, flexible arms, each secured to said driven member at one end and at thel other end to said drum at its midsection.

8. A torque limiting friction'clutch of the type adapted to automatically connect and disconnect .rotatable driving and driven members at a predetermined speed of rotation of the driving member comprising a friction drum secured to the driven member, va. clutch actuating member mounted on said driving 'member and capable of rotation relatively thereto, a supporting drum carried by said actuating member, a helical'coupling band disposed between said drums normally supported on said supporting drum out of contact with the inner surface of said friction drum but adapted to be expanded into frictional engagement therewith to couple the'drlving-and driven members together, said coupling band being anchored at its ends relatively to said driving member `and. supporting drum respectively, centrifugaliy .actuable weighted members operatively connecting said driving andXactuating members in such a manner that movement of said weighted members under the influence of centrifugal force produces relative rotation between said driving andactuating members and expansion or contraction of said coupling band, a plurality of peripherally arranged coil springs disposed within said supporting drum with both ends of each normally bearing against stop members carried by one of said driving and actuating members, and a plurality of spring compressing fingers carried by the other of said driving and actuating members each positioned intermediate but normally out of contact with the adjacent ends of two of said springs bearing against said stop members, whereby said springs may be compressed at one end for automatic operation of the clutch and at the other end for absorption and cushioning of the shocks resulting from movement of the driving member forwardly relative to the actuating member.

9. In a centrifugal clutch, a drive shaft, .a driven shaft, a disc on said drive shaft, a plurality of centrifugal members pivotally mounted at their inner ends on said disc, a drum-like member enclosing ,said centrifugal members, a plurality of centrifugal members pivotally mounted at their inner ends on said drum-like member and having their outer ends pivotally connected with the outer ends, of said rst named centrifugal meinbers, a friction surface Xed to said driven shaft and in spaced relation to and surrounding said drum-like member, an expansible friction element surrounding said drum-like member and within said friction surface, one end of said friction element being xed to said disc and the other to said drum-like member, a circumferential recess formed in said disc, a plurality of resilient elements housed in said recess, a plurality of lugs fixed to said disc against which said re- A silient elements normally abut, rand a plurality of elements fixed to said drum-lila member and extending between the adjacent ends of said resilient elements, whereby said resilient elements closing said weighted members, a plurality of weighted members pivotally mounted on said drum and having pivoted connection with said first named weighted megnbers, a friction surface on said idriven shaft surrounding said drum, a coiled, expansible friction element between said drum and said friction surface, said friction element being fixed at one end to said drum and at the other to said disc, a plurality of resilient elements arranged in a ring about the axis of said shafts, a plurality of projections on said drum extending between the adjacent ends of said resilient elements, and additional projections Aon said disc also extending betweeny the adjacent ends of said resilient elements, whereby said resilient elements maybe compressed in both directions dependent upon the direction of relative rotation between said drive shaft and sup` porting drum.

JEAN FIEUX.

a #ma due to movement of said elements in unclutching 

